Automatically and remotely controlled brake actuator systems

ABSTRACT

A remotely controlled brake actuator system for use with a wheeled vehicle includes a remote wireless transmitter, a wireless receiving and control unit to receive signals from the wireless transmitter, a vehicle-mounted braking arrangement, and an electronic controller operative to process signals the wireless receiver receives and to deliver electrical signals to the braking arrangement. The system also may be configured to implement a method to set a security code in the transmitter and the receiver in order the signals generated are specific to a particular wheeled vehicle. The system may further include a braking force/pressure adjustment selector switch for setting a force/pressure of braking pressure or force applied to a vehicle&#39;s braking mechanism. The system also may include a mode selection switch for selecting any one of various forms of braking force/pressure, such as intermittent or continuous applications, and/or for selecting or setting audible and/or visual warnings that braking action is imminent or in progress.

PRIOR RELATED PATENT APPLICATIONS

This application claims priority to U.S. provisional patent ApplicationSer. No. 60/803,722, filed Jun. 2, 2006, and U.S. provisionalApplication Ser. No. 60/893,870, filed Mar. 8, 2007, each of thedisclosures of which is incorporated herein in its entirety byreference.

FIELD OF THE INVENTION

The invention relates to a brake actuator system for use with a wheeledvehicle, and more particularly to a wireless brake actuator system forremotely controlling a bicycle braking system and that may additionallyprovide automatic control of the bicycle braking system.

BACKGROUND OF THE INVENTION

Numerous operator-actuated brake systems for wheeled vehicles areavailable including, for instance, braking systems for bicycles,tricycles, toy vehicles for children, and various sporting goods. Manytypes of bicycle braking systems use a mechanical system to transferpressure applied by an operator's hand on a pivoting mechanism on thebicycle handlebars to a mechanism that applies force to rubber orplastic pads that provide resistance on the rim of a wheel, thus forcingthe bicycle to slow or to stop. More recent bicycle braking systems aresimilar to disc brakes on an automobile or motorcycle. The operator maystill use a hand mechanism mounted on the handlebars to apply a force,but under this design, the force is transferred to a hydraulic ormechanical unit that forces pressure to be applied to pads which causesresistance to a disc that is connected to a wheel. The resistance slowsor stops the progress of the bicycle. Other brake systems are totallyhydraulically actuated and controlled.

Often it is desirable to provide a braking system on a vehicle, such asa bicycle or tricycle that may be actuated by an operator riding thevehicle while at the same time allowing the brakes to be controlled froma position remote from the bicycle. For instance, a parent may desire tostop or to retard the progress of a child riding a bicycle or tricycleto prevent an accident or to put a range limitation on a child's vehiclefor safety purposes or to achieve other reasons for restricting orcontrolling a child riding a bicycle or tricycle.

SUMMARY OF THE INVENTION

It is desirable to employ the braking mechanism of a wheeled vehicle,such as a bicycle, to control or limit the progress of such a vehiclefrom a remote or separate location rather than using a separate brakingsystem to achieve remote control of the vehicle. Use of the vehicle'sown braking mechanism for remote, and additionally automatic, control ofthe vehicle is advantageous and enables a person riding the vehicle toalso actuate the vehicle's braking mechanism. For many children'sbicycles and tricycles, petal brakes are typical the braking mechanismemployed, such as rear wheel petal brakes, a separate braking mechanism,such as a caliper type braking mechanism, may be installed on a rearbrake to enable remote, and additionally automatic, control of thebraking mechanism.

An object of the invention provides a unique, remotely controlled brakeactuator system for use with braking systems or mechanisms of wheeledvehicles and, more particularly, for use, for instance, with bicycles,tricycles, and other wheeled vehicles.

It is a further object of the invention to provide a brake actuatorsystem to automatically control brake systems or mechanisms of wheeledvehicles and, more particularly, for use, for instance with bicycles,tricycles, and other wheeled vehicles.

It is another object of the invention to provide a remotely controlledbrake actuator system for wheeled vehicles that operates withoutdetracting from the effectiveness of the operator actuated brakingsystem or mechanism of the vehicle.

It is a further object of the invention to provide remotely controlledbrake actuator system for electrically, engine, or manually poweredchildren's wheeled vehicles.

It is a further object of the invention to provide a remotely controlledbrake actuator system for wheeled vehicles, including children's wheeledtoys, roller skates, skate boards, and other sporting goods for use inemergency situations where the safety of an operator of the vehicle isin jeopardy.

It is a further object of the invention to provide a remotely controlledbrake system for vehicles including roller skates, roller blades, skateboards and other wheeled sports equipment that allow an operator tocontrol braking action though a wired or wireless control device.

A further object of the invention is to provide an automatically orremotely controlled braking system for a wheeled vehicle that is easilyinstalled and that utilizes a portion or all of the existing brakesystem, mechanism, rigging, and/or equipment of the vehicle.

A further object of the invention is to provide an automatically orremotely controlled braking system that provides for graduatedapplication and release of a wheeled vehicle's brake system ormechanism.

In general, in an aspect, the invention provides a remotely controlledbraking actuator system for use with a braking mechanism of a wheeledvehicle, the system comprising a transmitter configured for wirelesscommunication and further configured for actuation in response to one ormore actuation signals and a receiving and control unit operativelycoupled with the transmitter and configured for wireless communicationwith the transmitter, the receiving and control unit being disposedremotely from the transmitter and mounted to the vehicle and beingconfigured to respond to one or more control signals received from thetransmitter. The system includes a braking arrangement operativelycoupled with the receiving and control unit and mounted to the vehicle.The braking arrangement is disposed and being configured to implement abraking action of the braking mechanism of the vehicle, wherein inresponse to one or more signals the receiving and control unit providesto the braking arrangement, the braking arrangement implements a brakingaction of the vehicle braking mechanism to slow or to stop the vehicle.

Implementation of the invention may include one or more of the followingfeatures and/or advantages. The system further includes a switchdisposed along the transmitter and operatively coupled with controlelectronics of the transmitter. The switch is configured to provide,when activated, the one or more actuation signals to the transmitter.The one or more actuation signals emanate from a source external to thesystem, and wherein the source defines a boundary or a perimeter withinwhich the vehicle is permitted to operate. The transmitter is configuredfor automatic actuation upon receipt of the one or more actuationsignals which the source automatically transmits to the transmitter inresponse to detection of operation of the vehicle outside of theboundary or perimeter. The transmitter further includes a security codesetting unit programmed to set a security code value for enabling securewireless communication to the receiving and control unit, and thereceiving and control unit includes a processor programmed to determinewhether the security code value received from the transmitter matchesthe set security code value or a stored security code value.

Implementation of the invention also may include one or more of thefollowing features and/or advantages. The transmitter is configured witha braking force adjustment selector operatively coupled with controlelectronics of the transmitter, and the braking force adjustmentselector is configured to set a level of force or pressure of thebraking action. The receiving and control unit is programmed to provideone or more signals to the braking arrangement to implement the level offorce or pressure of the braking action, if the security code valuereceived matches the set security code value or a stored security codevalue. The transmitter is configured with a braking action form selectoroperatively coupled with control electronics of the transmitter, and thebraking action form selector is configured to set a form of brakingaction the braking arrangement implements, wherein the form of brakingaction includes at least one of: impulse, intermittent, and continuousbraking action. The processor of the receiving and control unit isprogrammed to provide one or more signals to the braking arrangement toimplement the form of braking action, if the security code valuereceived matches the set security code value or a stored security codevalue. The transmitter is configured with a form function switchoperatively coupled with control electronics of the transmitter to setthe processor to signal the braking arrangement to implement the form ofbraking action for a period of wireless transmission time. Thetransmitter is further configured with a second form function switchoperatively coupled with control electronics of the transmitter to setthe processor to signal the braking arrangement to implement the form ofbraking action for a period of time. The transmitter and the receivingand control unit are configured to operate wireless communication with afrequency range of from about 50 MHz to about 800 MHz.

Implementation of the invention may further include one or more of thefollowing features and/or advantages. The braking arrangement includesan actuator operatively coupled with the processor of the receiving andcontrol unit, and the actuator is disposed and being configured toimplement the braking action in response to receiving one or moresignals from the processor. The actuator includes any one of: (i) aspring-actuated actuator, (ii) a pneumatically-actuated actuator, and(iii) an electrical motor-actuated actuator. The braking action includesthe actuator implementing the application of a force or tension to atensioning wire of the vehicle braking mechanism. The actuator includesa linear actuator disposed and configured to generate a substantiallylinear force or tension, and wherein a linear translation componentoperatively connected with the linear actuator applies the linear forceor tension to the tensioning wire. The braking arrangement includes agear motor with a drive shaft mechanism operatively coupled to theprocessor of the receiving and control unit, the gear motor with thedrive shaft mechanism being disposed and being configured to implementthe braking action in response to receiving one or more signals receivedfrom the processor.

In another aspect, the invention provides a remotely controlled,motorized braking actuator system for use with a braking mechanism of awheeled vehicle, the system comprising a transmitter configured forwireless communication and further configured for actuation in responseto one or more actuation signals and a receiving and control unitoperatively coupled with the transmitter and configured for wirelesscommunication with the transmitter, the receiving and control unit beingdisposed remotely from the transmitter and mounted to the vehicle. Thesystem further includes a processor disposed within the receiving andcontrol unit and programmed to respond to one or more control signalsreceived from the transmitter and a motor driver disposed within thereceiving and control unit and operatively coupled with the processor.The motor is operatively coupled with the processor and the motordriver, the motor being disposed and being configured to cause a brakingaction of the braking mechanism of the vehicle, wherein in response toone or more signals the processor provides to the motor driver, themotor driver powers the motor to implement a braking action of thevehicle braking mechanism to slow or to stop the vehicle.

Implementation of the invention may include one or more of the followingfeatures and/or advantages. The one or more actuation signals emanatefrom a source external to the system, and wherein the source defines aboundary or a perimeter within which the vehicle is permitted tooperate. The transmitter is configured for automatic actuation uponreceipt of the one or more actuation signals which the sourceautomatically transmits to the transmitter in response to detection ofoperation of the vehicle outside of the boundary or perimeter. Thetransmitter further includes a security code setting unit programmed toset a security code value for enabling secure wireless communication tothe receiving and control unit, and the processor is programmed todetermine whether the security code value received from the transmittermatches the set security code value or a stored security code value. Thetransmitter is configured with a braking force adjustment selectoroperatively coupled with control electronics of the transmitter, and thebraking force adjustment selector is configured to set a level of forceor pressure of the braking action. The processor is programmed toprovide one or more signals to the braking arrangement to implement thelevel of force or pressure of the braking action, if the security codevalue received matches the set security code value or a stored securitycode value. The transmitter is configured with a braking action formselector operatively coupled with control electronics of thetransmitter, and the braking action form selector is configured to set aform of braking action the braking arrangement implements, wherein theform of braking action includes at least one of: impulse, intermittent,and continuous braking action. The processor is programmed to provideone or more signals to the braking arrangement to implement the form ofbraking action, if the security code value received matches the setsecurity code value or a stored security code value. The braking actionof the vehicle braking mechanism the motor implements includes the motorcausing the tightening of a cable operatively connected to the motorthat applies a force or tension to the vehicle braking mechanism.

The above and other objects of the invention may be accomplished by aremotely activated brake actuator system having a remote wirelesstransmitter, a wireless receiver to receive a signal from the wirelesstransmitter, a vehicle mounted braking arrangement, and an electroniccontroller operative to process a signal received from the wirelessreceiver and deliver an electrical signal to the electronicallycontrolled braking arrangement. The braking arrangement may be disposedbetween an operator actuated tensioning arrangement and a tensioncontrolled braking mechanism, such that existing braking equipment of avehicle is used.

The system may be configured to implement a method to set a securitycode, such as a security number, in the transmitter and receiver. Thesystem may also include a braking force/pressure adjustment selectorswitch for setting the braking force/pressure of braking pressure orforce to be applied to the vehicle, and/or a mode selection switch forselecting any one of intermittent, continuous, or other forms to applybraking pressure or force to the vehicle braking system or mechanism, orto illuminate or activate a warning system that braking action isimminent or in progress.

A remotely controlled brake system may be provided and is adapted tocontrol the brakes of a bicycle and to operate in parallel with anoperator actuated brake control. The brakes of the vehicle include wiretension controlled brakes with an operator controlled tension inputarrangement operative to direct a tension force along a control wire totension controlled brakes for actuation of such brakes.

The wireless communication of the brake system may be achieved with asystem having a transmitter for transmitting a command signal of aremote operator supervising or otherwise guarding an operator of avehicle, in the form of a radio or other suitable wireless signal,through a transmitting antenna, and a receiver affixed to the vehiclefor receiving the radio signal transmitted by the transmitter through areceiving antenna. The received command signal is processed by thecontrol electronics of the system to deliver a control command to applya braking force to the vehicle.

In an aspect, the invention provides a remotely controlled brakeactuator system including a vehicle mounted braking arrangementincluding a spring, a spring retainer/release mechanism, andmounting/connecting arrangement disposed between the operator actuatedtensioning or pressurizing arrangement and the tension or pressurecontrolled braking mechanism. The spring retainer/release mechanism ispreferably an electrically actuated system, such as a solenoid, that maybe actuated by electrical power to release the spring thus imparting atension force on the brake control line.

As an alternative, the braking arrangement may be an electricallycontrolled tension or pressure control arrangement disposed between theoperator actuated tensioning or pressurizing arrangement and the tensionor pressure controlled braking mechanism. The invention further providesfor other alternatives to the tension or pressure controlled brakingmechanism to enable use of the invention with a variety of brakingdesigns and equipment.

In a further aspect, the invention provides a remotely controlled brakeactuator system including a vehicle mounted braking arrangementincluding an electric motor to create the desired tension in the braketensioning wire. The electric motor is connected to an electric powersource, such as a common Ni—Cd battery or battery pack, thoughelectrical wiring and circuits. By control of a transmitter andreceiver, the electric motor is started and rotates the motor shaft,moving a directly or indirectly coupled linear translation device. Thelinear translation device is connected to a common bicycle brake cable,which in turn is connected to a standard caliper brake mounted to applybrake force to the rear wheel. When the motor is caused to rotate in adirection (i.e., either clockwise or counter clockwise), the lineartranslation device causes a tension in the brake cable, which causes thecaliper brake to engage. When the motor is caused to rotate in theopposite direction, the tension is reduced and the braking action isreduced correspondingly.

The system according to the invention may be actuated by a remoteoperator that initiates braking and optionally the brakingforce/pressure of braking action through the remote transmitter whichsends an electronic braking signal preferably by radio frequencywireless communication to the controller on the vehicle, thereby causingone or both wheels to brake. The electronic signal from the remote unitcorresponds to the amount of desired braking action, which is thenapplied to the braking mechanism, and the amount of braking pressure isa function of that selected value. The braking force/pressure of brakingaction imparted on the braking system by the remote user may be selectedin a variety of ways. For instance, the remote unit may include abraking force/pressure control as well as an actuator switch, such thatthe unit sends a signal to the equipped vehicle instructing the brakingsystem to apply the selected braking action. Alternatively, in anotherinstance, the amount of braking action may be controlled directly byproviding a constant electronic transmission of the desired brakingforce/pressure from the remote unit to the equipped vehicle, whichcorresponds to the selected braking force/pressure on the remote unit;if the selected value is zero, then no transmission would be requiredand the default, or no transmission braking force/pressure of theequipped vehicle would be no braking action.

Other objects, features and advantages of the invention will be apparentfrom the following detailed disclosure, taken in conjunction with theaccompanying sheets drawings, as well as the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an elevation view of a prior art bicycle;

FIG. 2 is a plan view of a handlebar and a neck of a prior art bicycle;

FIG. 3 is a front view of a prior art tension wire-actuated caliperstyle brake mechanism;

FIG. 4 is a perspective view of a remotely controlled brake actuatorsystem according to an aspect of the invention;

FIG. 5 is a functional block diagram of a transmitter of the systemshown in FIG. 4;

FIG. 6 is a functional block diagram of a receiver of the system shownin FIG. 4;

FIG. 7 is a perspective view of a remotely controlled brake actuatorsystem according to another aspect of the invention;

FIG. 8 is a functional block diagram of the transmitter of the systemshown in FIG. 7;

FIGS. 9A-9C are perspective views of various transmitter designs for usewith the system shown in FIG. 4 or FIG. 7;

FIG. 10 is an elevation view of the prior art bicycle of FIG. 1illustrating a location of an installation of a remotely controlled,vehicle-mounted wireless receiver and braking arrangement of the systemshown in FIG. 4 or FIG. 7;

FIG. 11 is an elevation view of a spring actuated braking arrangement ofthe system shown in FIG. 4 or FIG. 7;

FIG. 12 is an elevation view of a pneumatic piston actuated brakingarrangement of the system shown in FIG. 4 or in FIG. 7;

FIG. 13 is an elevation view of an alternative location of a pneumaticpiston for the braking arrangement of the system shown in FIG. 4 or inFIG. 7;

FIG. 14 is an elevation view of an electric motor actuated brakingarrangement of the system shown in FIG. 4 or in FIG. 7;

FIG. 15 is a perspective view of a remotely controlled, vehicle amountedbrake actuator system of a further aspect of the invention;

FIG. 16 is a functional block diagram of the transmitter shown in FIG.15;

FIG. 17 is a cut-away view of the vehicle mounted receiver and brakingarrangement of the system shown in FIG. 15

FIG. 18 is a functional block diagram of the vehicle mounted receiverand braking arrangement shown in FIG. 15;

FIG. 19 is a front view of a tension wire-actuated caliper style brakemechanism including a cable attachment allowing the caliper brake to beactuated via separate cables; and

FIG. 20 is a front view of a drive shaft-actuated caliper-style brakemechanism including a gear motor directly coupled to a caliper brake viaa threaded rod.

DETAILED DESCRIPTION OF THE INVENTION

Illustrative embodiments of the invention are described in detail belowwith reference to the accompanying drawings, where like numeralsrepresent like components. The invention provides a remotely activatedbrake actuator system for use with a wheeled vehicle having a remotewireless transmitter, a wireless receiving and control unit to receive asignal from the wireless transmitter, a vehicle-mounted brakingarrangement, and an electronic controller operative to process a signalreceived from the wireless receiver and to deliver an electrical signalto the electronically controlled braking arrangement. The system alsomay be configured to implement a method to set a security code, e.g., asecurity number, in the transmitter and receiver. The system may furtherinclude a braking force/pressure adjustment selector switch for settingthe braking force/pressure of braking pressure or force to be applied toa vehicle. The system also may include a mode selection switch oractuator for selecting any one of intermittent, continuous, or otherforms to apply braking force/pressure to a vehicle or to illuminate oractivate a warning system that braking action is imminent or inprogress. Other embodiments fall within the scope and spirit of theinvention.

For purposes of disclosure only, the brake actuator system according tothe invention is described below in the context of a bicycle, althoughthe invention is not so limited and envisions the system may beincorporated with any of a variety of wheeled vehicles, including, butnot limited to, bicycles, tricycles, children's wheeled vehicles,children's wheeled toys, scooters, mopeds, go-carts, roller skates,roller blades, skate boards, and other wheeled sports equipment.

Referring to FIGS. 1-3, a typical prior art bicycle 100 is illustratedincluding a tension wire braking mechanism well known in the prior art.A bicycle frame 101 supports other components including handlebar 102,which is connected to the frame 101 via stem 103, rear wheel 104, frontwheel 105, seat 106, and drive sprocket 107 connected to the wheelmounted sprocket 108 by a chain or belt 109. Rear frame post 125 isconnected to the frame 101 and supports the braking device 112. Thebicycle braking system includes both a front and rear braking mechanism,typically operating completely independent of each other. However, somebicycles, especially children's bicycles, only include a rear brakingsystem. Furthermore, some bicycles utilize pedal actuated brakes, butmay be retrofitted to included tension-wire or hydraulically actuatedbrakes.

As shown in FIG. 1, the front and rear brake mechanisms are comprised ofthree key components, a hand-activated brake actuation mechanism, a wirecable, optionally protected at selected locations by a protectivesheath, and a device 112, such as a caliper type braking mechanism asshown in FIG. 3, to transfer braking action to the wheel. A handoperated rear brake lever 110 is mounted to the handlebar 102 andconnected through brake cable 111 to the rear braking device 112. Frontbrake lever (not shown) is connected through brake cable 113 to thefront braking device 114.

As shown in FIG. 2, a top view of the handlebar 102 and stem 103 of theprior art bicycle shown in FIG. 1 is illustrated. Rear brake lever 110is commonly mounted to the right side of the handlebar 102 and connectedto a brake cable 111 such that a tension in the cable 111 is produced asthe lever 110 is squeezed towards the right grip 115 of the handlebar102. Front brake lever 116 is mounted to the left side of the handlebar102 and connected to brake cable 113 such that a tension in the cable113 is produced as the lever 116 is squeezed towards the left grip 117of the handlebar 102. Also shown in FIG. 2 are typical gear-shiftingmechanisms 118 and 119. The right side gearshift mechanism 118 isconnected to frame mounted equipment via cable 120 and left sidegearshift mechanism 119 is connected to frame mounted equipment viacable 121.

As shown in FIG. 3, one type of caliper-style braking device or assembly112 of the prior art is shown. Various types and designs of caliperbraking devices, such as pinch-type, as well as various other types andinstallations, are known and many operate in a similar manner, e.g., aretension wire controlled. The caliper brake 112 is attached to the rearcross member 126 with a bolt 151. The cross member 126 is supported bythe rear frame post 125. The caliper brake assembly 112 shown in FIG. 3consists of two calipers 152 and 153 which are attached by the commonbolt 151 passing through them. At the top end of caliper 152 the brakecable sheath 154 is held in place by a brake cable positioner 155 and atightening mechanism 156. The brake cable 111 passes through the cablepositioner 155 and connected to an arm of the second caliper 153 by afastener screw 157. At the ends of each caliper are brake pads 158 whichdo not touch the bicycle tire 159 (shown as cut away view) but arepositioned a short distance away from the bicycle tire rim 160 (shown ascut away view). Also shown are the spokes of the rim 161.

During braking, the brake cable 111 connected to the arm of caliper 153has an applied tension transferred from a braking handle or anothertensioning device. The increase in tension pulls the arm of caliper 153towards the arm of caliper 152. The movement of the calipers then movesboth brake pads 158 towards the tire rim 160 by rotating around the bolt151 holding them to the frame 126. When the brake pads move together andput friction on the tire rim, the bicycle tire slows or stops based onthe amount of tension exerted on the brake cable 111.

Referring to FIG. 4, and with further reference to FIGS. 1-3, in anaspect, the invention provides a remotely controlled brake actuatorsystem 10 including a transmitter 200 and a receiving and control unit250 configured and coupled for wireless communication. The transmitter200 is configured for generating and transmitting wirelessly commandand/or control signals in the form of radio signals through atransmitting antenna 201 to the receiving and control unit 250, which ismounted remotely from the transmitter 200 on a bicycle, e.g., throughmounting straps 253, and is configured for receiving wirelessly radiosignals transmitted by the transmitter 200. The transmitter 200generates and transmits command and/or control signals to the receivingand control unit 250 in response to its actuation by, for instance, aperson, e.g., a parent, supervisor or other guardian of an operator ofthe bicycle, who operates the transmitter 200. As will be describedbelow, the transmitter 200 may be actuated to generate and transmitcommand and/or control signals through other devices and/or methods thatgenerate and provide actuation inputs and/or signals to the transmitter200 to actuate the transmitter 200 for operation.

The receiving and control unit 250 includes a receiver 251 with areceiving antenna 252 configured for receiving signals 210 transmittedwirelessly from the transmitter 200. The receiving and control unit 250is configured to process information the received signal(s) 210 provide,to generate instruction commands, and to apply predetermined pressures,tension, and/or other control mechanisms to a braking system of thebicycle to which it is attached.

The receiving and control unit 250 also includes a power supply (notshown) and control electronics unit 254 that may be directly coupled toor integrated into the receiver 251, if desired or required. Thereceiver 251, power supply and the control electronics unit 254 arecoupled through control wires 255. An energy supply and the controlelectronics unit 254 provide control signals through control wires 256to an actuation unit 257. In conjunction with the control electronicsunit 254, the actuation unit 257 converts energy stored in an energysupply, e.g., single-use batteries, rechargeable batteries, compressedgas, liquefied gas, high capacity capacitors, or any other form ofenergy, to a force that is imparted on a brake tensioning wire 111 of abicycle 100 as shown in FIG. 1.

As illustrated in FIG. 4, energy from an energy supply and the controlelectronics unit 254 may be converted to a force, e.g., a linear force,through an actuator 257, e.g., a linear actuator, an electricallypowered linear solenoid type device or other device. The actuator 257 iscapable of generating a force that may be converted, e.g., to asubstantially linear direction, and applied to a translation component258, e.g., a linear translation component, and the brake tensioning wire111 through a coupler 259. As the force is applied to the braketensioning wire 111 through the coupler 259, a tension develops in thewire 111 and results in braking action on the bicycle 100, such as, forinstance, through a tension wire actuated brake caliper 152 and 153 asdescribed above.

Referring to FIG. 5, and with further reference to FIG. 4, a functionalblock diagram illustrates the transmitter 200 and the receiver 251 mayinclude a security code setting system for setting a security code,e.g., a security number, as is well known in the art of wirelesscommunications. The security system may include a security code settingunit 202, which may be an electrically erasable and programmable readonly memory (EEPROM) (not shown) or a dip switch 202. The transmitter200 also may include a switch 205, e.g., a “panic” operation switch, forinitiating the braking action on a remote bicycle to which the receivingand control unit 250 is attached. A transmission microprocessor 220 maybe provided and configured to perform, in response to output signal(s)from the switch 205, an arithmetic operation with respect to securitycode number data from a security code setting. As a result of thearithmetic operation, the microprocessor 220 outputs control signal(s)containing the security code data and braking instruction data that aretransmitted from the transmitter 200 through the antennae 201 to thereceiver 251 and received by the antennae 252 of the receiver 251.

The transmitter 200 may further include a modulator 221, which isprovided to modulate control signals from the transmissionmicroprocessor 220 at a carrier wave, as is well known in the art ofwireless communications. A radio frequency (RF) amplifier 222 may beprovided to amplify output signals from the modulator 221 to generatethe radio signals to be transmitted to the receiver 251. Thetransmitting antenna 201 is adapted to transmit radio signals generatedby the RF amplifier 222. A direct current (DC) power circuit 223 isprovided to supply DC power from a DC power source 224 as operatingpower to the transmission microprocessor 220, modulator 221 and RFamplifier 222 in response to output signals from the switch 205.

Referring to FIG. 6, and with further reference to FIG. 4, a functionalblock diagram illustrates the receiver 251 includes the receivingantenna 252 for receiving radio signals 210 transmitted through thetransmitting antenna 201 of the transmitter 200, an amplifier 270 foramplifying radio signals received by the receiving antenna 252, a filter271 for filtering output signals from the amplifier 270 to remove noisecomponents therefrom, and a detector 272 for demodulating output signalsfrom the filter 271 to detect control signals from the transmissionmicroprocessor 220 of the transmitter 200. A reception microprocessor273 is provided and is configured to receive control signals detected bythe detector 272. The reception microprocessor 273 is configured tocheck whether the security code data contained in received controlsignal(s) is/are the same as pre-stored security code data and togenerate control signal(s) in response to the data, if received controlsignal(s) is/are the same as the pre-stored security code data. Controlsignals from the microprocessor 273 are converted by an actuator driver274 and delivered to the actuator 257, which applies the braking actionto a bicycle. A direct current (DC) power circuit 275 is provided tosupply DC power from a DC power source 276 as operating power to theamplifier 270, the filter 271, the detector 272, the microprocessor 273,the actuator driver 274, and the actuator 257.

Control of Braking Force/Pressure

Referring to FIG. 7, the remotely controlled brake actuator system 10described above with reference to FIGS. 4-6 may further includeadditional controls and/or features. As shown in FIG. 7, the system 10includes the transmitter 200 and the receiving and control unit 250. Thetransmitter 200 is configured for generating and transmitting commandand/or control signals in the form of radio signals through thetransmitting antenna 201 to the receiving and control unit 250, which isremotely mounted on a bicycle, e.g., through mounting straps 253. Thereceiving and control unit 250 is configured for receiving radio signalstransmitted wirelessly by the transmitter 200. The transmitter 200generates and transmits command and/or control signals to the receivingand control unit 250 in response to its actuation by, for instance, aperson, e.g., a parent, supervisor or other guardian of an operator ofthe bicycle, who operates the transmitter 200. As will be describedbelow, the transmitter 200 may be actuated to generate and transmitcommand and/or control signals through other devices and/or methods thatgenerate and provide actuation inputs and/or signals to the transmitter200 to actuate the transmitter 200 for operation.

As described above, the receiving and control unit 250 includes thereceiver 251 with the receiving antenna 252 for receiving signals 210transmitted from the transmitter 200. The receiving and control unit 250is configured to process information from received signals 210, togenerate instruction commands, and to apply predetermined pressures,tension, and/or other control mechanisms to a brake system of a bicycle.

As also described above, the transmitter 200 and the receiver 251 mayinclude the security code setting system for setting a security codenumber, wherein the transmitter 200 and the receiver 251 may include thesecurity code setting unit 202, which may be an electrically erasableand programmable read only memory (EEPROM) (not shown) or a dip switch202. The transmitter 200 also may include a switch 205, e.g., a “panic”operation switch, for initiating the braking action on the remotebicycle to which the receiving and control unit 250 is attached withoutany adjustments.

As shown in FIG. 7, the transmitter 200 may further include a brakingforce adjustment selector switch 203 for setting the brakingforce/pressure of the braking tension, pressure, and/or other force tobe applied to a bicycle braking system. The transmitter also may includea mode or form selector switch 204 for selecting the form of brakingaction, e.g., impulse, intermittent, continuous, audible, visual, orcombination thereof, to allow the receiver 251 to apply at least oneform of braking action of the braking force/pressure, which is set bythe adjustment selector switch 203, to a bicycle braking system.

The transmitter 200 also may include a mode function switch 206 forsetting the receiver 251 to output the form of braking action selectedby the mode selector switch 204 for a period of radio transmission time,and a second function switch 207 for setting the transmitter 200 tooutput the selected form of braking action for a period of predeterminedtime, e.g. one second.

When the mode function switch 206 or the second function switch 207 areactuated, e.g., depressed, the selected form of braking action, e.g.,impulse, intermittent, continuous, audible, visual, or any combinationthereof, is implemented while the switch 206 or 207 is actuated. Forinstance, if the mode selector switch 204 were set to an “audible”braking action form, when the switch 206 or 207 is actuated, audibletone(s) would emanate from the transmitter 200 or the receiving andcontrol unit 250 to provide an audible warning to the bicycle rider thatbraking action was imminent. In another instance, if the selected formof braking action were set to “impulse” form, when the switch 206 or 207is actuated the system 10 would apply a rapid braking force, e.g., aquick tap, to the braking arrangement and thereby to the brakingmechanism of the bicycle to provide a warning to the bicycle rider toslow or to stop the bicycle. This form of braking action is advantageousas a training tool in situations in which a person is teaching a childto ride a bicycle and would like to get the attention of the childriding the bicycle. However, for emergency situations, the “panic”switch 205, when actuated, is configured to apply braking force to abicycle braking mechanism to fully engage the braking mechanism to helpto completely stop the bicycle.

The transmission microprocessor 220 may be further configured to performan arithmetic operation with respect to security code data from thesecurity code setting, braking form data from the form adjustmentselector switch 204 and braking action strength from brakingforce/pressure switch 203. In response to output signal(s) from a firstand/or a second function switch 206 or 207, the transmissionmicroprocessor 220 performs the arithmetic operation and outputs radiocontrol signal(s) containing the security code data, braking form dataand braking force/pressure data, as a result of the arithmeticoperation. Output control signal(s) are transmitted through thetransmitter antennae 210 to the receiver 251

As shown in FIG. 7, the receiver 251 receives via the receiving antenna252 radio command and/or control signals 210 transmitted through thetransmitting antenna 201. As described above, the receiver 251 alsoincludes the reception microprocessor 273 configured to receive signalsand to check whether the security code data contained in receivedsignals are the same as the dip switch 202 selected value or pre-storedsecurity code data. The reception microprocessor 273 generates controlsignals in response to the braking force/pressure data and the brakingform data contained in received signals, if the security code data ofthe received control signals are the same as the dip switch 202 selectedvalue or pre-stored security code data.

Referring to FIG. 8, a functional block diagram illustrates thetransmitter 200 may include the security code setting unit 202 of thesecurity code setting system, as described above, which is anelectrically erasable and programmable read only memory (EEPROM) or dipswitch, and may further include the braking force adjustment selectorswitch 203 for setting the braking force/pressure of a braking tension,pressure, and/or other force to be applied to a bicycle braking system.The transmitter 200 also may include the mode or form selector switch204 for selecting a braking action form, e.g., impulse, intermittent,continuous, audible, visual, or combination thereof, to allow thereceiver 251 to apply at least one form of braking action of the brakingforce/pressure, which is set by the adjustment selector switch 203, to abicycle braking system.

The transmitter 200 may include the “panic” switch 205 for setting fullbraking action without further adjustments, as described above. Thetransmitter may further include the switch 206 for setting a period ofradio transmission time, which may be about equal to the time the switch206 is engaged, and the second function switch 207 for setting thetransmitter 200 to output the selected form of braking action for aperiod of predetermined time, e.g., one second.

The transmission microprocessor 220 is configured to perform anarithmetic operation with respect to security code data from thesecurity code setting, braking form data from the form adjustmentselector switch 204 and braking force/pressure or strength data from thebraking force adjustment selector switch 203 in response to outputsignals from one or more of the function switches 205, 206, or 207. As aresult of the arithmetic operation, the microprocessor 220 generatescontrol signal(s) containing the security code data, braking form dataand braking force/pressure data.

The modulator 221 of the transmitter 200 modulates control signals fromthe transmission microprocessor 220 at a carrier wave, as is well knownin the art of wireless communications. The RF amplifier 222 amplifiesoutput control signals from the modulator 221 to generate radio signalsfor transmission to the receiver 251. The transmitting antenna 201 isadapted to transmit radio signals generated by the RF amplifier 222. Thedirect current (DC) power circuit 223 supplies DC power from the DCpower source 224 as operating power to the transmission microprocessor220, the modulator 221 and the RF amplifier 222 in response to outputsignals from one or more the function switches 205, 206, or 207.

Wireless Communication

Any number of wireless communications systems well known in the art maybe used to transmit and process command and/or control data, includingthe desired or required braking control data, between the transmitterunit 200 and the receiver 250, such that the system 10 generates commandand/or control signals wirelessly. As described above, the brakingactuator system 10 according to the invention includes a radio frequencywireless communication system capable of operating at a range suitablefor remote control of a bicycle braking system. The invention however isnot limited in this respect and envisions any of a variety of wirelessfrequencies may be used. Common wireless control systems, such as thoseavailable from Futaba of Champaign, Ill., www.futaba-rc.com), operate inan approximate range of from about 70 to about 80 MHz and have a rangeof about 500 meters. Specific operating frequencies may depend on theavailable bands appropriated by a government regulating agency, such asthe Federal Communications Commission (FCC) in the United States. Formany applications of the invention, this range is suitable; however, forsome designs longer ranges are desirable and may be achieved at numerousfrequencies and power consumption.

Transmitter Designs

Various types and styles of transmitters 200 may be used. Handheldunits, as shown in FIGS. 4 and 7, are one style of the transmitter 200of the invention. Other transmitter designs configured to perform thefunctions of the system 10 according to the invention are possible.Other examples of the transmitter 200 are shown in FIGS. 9A-9C. FIGS. 9Aand 9B show hand-held and/or strap-mounted transmitters 200 that may bemounted to a bicycle or other vehicle, as well as to a person's arm orwrist for convenient access via any type of fastening or connectingdevice 200C, e.g., straps. As shown in FIG. 9A, the transmitter 200 maybe configured with a throttle switch 200A, e.g., a manually-actuatedswitch, that enables an end user or operator of the transmitter 200 toadjust the amount of the force/tension of the braking action the system10 implements or actuates. FIG. 9B shows a handlebar mounted transmitter200, and FIG. 9C shows a bar mounted transmitter 200, which may apply asimilar braking action to a throttle switch 200A. The transmitter 200shown in FIG. 9C may be mounted on a handlebar or a cross bar of abicycle, e.g., to reduce possible confusion with the existing bicyclebrake system, and may be mounted and configured to operatively connectwith a hand-actuated lever 200B to enable the transmitter 200 totransmit control signal(s) that is/are proportional to an amount offorce the hand-actuated lever 200B applies to the transmitter 200, e.g.,via the throttle switch 200A, or to a distance of the lever 200B fromthe transmitter 200, when it is actuated. The resultant signal(s)emitted by the transmitter 200 will actuate the system 10 and therebythe bicycle brake mechanism with a force/tension proportional to theforce applied on/by the hand-actuated lever 200B.

Initiation of Control Signals

The remotely controlled braking actuator system 10 according to theinvention is not limited and may be actuated or initiated by a varietyof methods and/or devices that generate and provide actuation inputsand/or signals to the transmitter 200 to actuate the transmitter 200 foroperation. Described below are exemplary methods and/or devices foractuating or initiating the system 10.

Remote User Actuation of Braking Actuator System

The transmitter 200 may be actuated by a person, such as a parentobserving a child riding a bicycle, who is located remotely from thebicycle. The person would actuate, e.g., push, a button, toggle or otheractuator device the transmitter 200 incorporates to output commandand/or control signals to initiate operation of the system 10. Theresultant signals from the transmitter 200 are command and/or controlsignals sent wirelessly to the receiver 250 that is positioned on thebicycle in order to actuate the braking system of the bicycle, asdescribed above.

Automatic Actuation of Braking Actuator System

1) Defined Physical Limits or Boundaries

Automatic braking may be initiated using the system 10 according to theinvention in response to the system 10 receiving signals emanating froman external source, such as, for instance, a source disposed in theground or at a certain physical limit or distance that may be defined,for instance, by a specified perimeter or boundary. For instance, acontrol line buried under the ground, similar to a pet fence design, maybe operatively coupled with the transmitter 200 to generate signal(s) inresponse to detection of a bicycle crossing a defined area around thecontrol line that actuates the transmitter 200 and the system 10 tocause automatic braking of the bicycle.

In another instance, the transmitter 200 may be actuated from signal(s)that emanate from a location at a certain distance from the transmitter200 or a certain distance from a specified boundary or perimeter. Thetransmitter 200 may be located remotely from a bicycle on a fence orother boundary and may be configured to be set for a certain controldistance, such as 50 feet, that would allow a child to ride theirbicycle within 50 feet of the fence or other boundary. When the bicycletravels beyond the 50 foot area, the braking actuator system 10 actuatesthe braking mechanism of the bicycle. In one configuration, thetransmitter 200 may be configured with a calibration device or othermechanism that permits calibration or adjustment of the control and/orthe power of output signals from the transmitter 200. The transmitter200 may constantly and/or intermittently transmit output signals to thereceiving and control unit 250 mounted on a bicycle and such signals arereceived by the unit 250 as long as the bicycle is within a certaincontrol distance and/or frequency range of transmission that thetransmitter 200 and/or the unit 250 are configured or are programmed tooperate such that when the bicycle and the unit 250 are outside such adistance and/or range, signal transmission ceases and as a resultbraking action is enabled to cause the bicycle to slow or to stop.

2) Predefined Distance from Second Bike

The system 10 may be configured such that the system 10 will initiatebraking action when the transmitter 200 is separated from a brakingarrangement, such as the braking arrangements 301, 302, 303, and 304 ofthe system 10 described below with reference to FIGS. 11-14 or otherbraking arrangements, of a bicycle by a predetermined distance. Thesystem 10 may incorporate a control algorithm to first apply a smallbraking force upon detection of a first predetermined distance, and toapply progressively larger braking force as the separation distancedetected between the transmitter 200 and the braking arrangement isincreased. In this approach, the system 10 may help to enable a parentor guardian to keep a child, when riding a bicycle, from becomingseparated by too great of a distance from the parent or guardian. Inthis context, the system 10 may be useful for a parent or guardian thatis training a child to ride a bicycle and wants to ensure the childremains within an audible distance from the parent or guardian to hearthe parent's or guardian's instructions.

3) Speed Threshold

Automatic actuation of the system 10 based on actual speed of a bicyclemay not necessarily require the wireless transmitter 200 because theelectronics control unit 254 may be enabled to determine speed of thebicycle and process speed information to send control signal(s) to thebraking actuator 257. To determine the speed of a bicycle, any number ofspeed detectors may be used, including, but not limited to, GPS systemsand magnetic rotation detectors.

4) Speed Control

The transmitter 200 or the bicycle mounted electronics control unit 254may be set to a predetermined speed and the transmitter 200 will controlthe speed of the bicycle by applying or releasing the braking action of,for example, the caliper brake. Speed measurement systems for bicyclesare well known in the art and may be employed here. For instance,GPS-based systems are common such as those manufactured by GarminInternational, Inc. of Olathe, Kans. The caliper brake pad may bereplaced by rollers to prevent excessive wear of the pads. A dial may beset on the transmitter 200, and depending on such setting and the actualspeed of a bicycle, the control electronics 254 may apply a controlalgorithm, as is well known in the art of controls engineering, todetermine if braking action should be increased or decreased, and maythen send signal(s) as a result to the braking actuator 257 to increaseor decrease the braking action, as required or desired.

5) GPS Control

A GPS receiver may be integrated with the control electronics unit 254to enable a parent or guardian to program a “safe zone” such thatbraking action is initiated once a bicycle leaves the safe zone. A usermay interface with computer based mapping software and may inputacceptable streets and roads along which the operator of a bicycle is‘authorized’ to access and/or may input restricted zones that areprohibited for bicycle riding. The software program would create adatabase of acceptable longitude and latitude values, and duringoperation, the control electronics 254 would compare data from the GPSreceiver to that of the database of acceptable longitude and latitudeand engage the braking system when the bicycle is no longer within theacceptable locations. To prevent a sudden stop of the bicycle, forinstance, if the bicycle operator is crossing a busy road, the system 10may be designed to first alert the operator of the impending brakingaction via audible tone and/or warning light. This warning zone willdepend on the accuracy of the GPS receiver, but may be as little asseveral feet. Methods to implement such programming features are wellknown in the art of computer science.

Braking Arrangements—Tensioning/Actuation

The remote braking actuator system 10 according to the invention mayincorporate a variety of braking arrangements depending on the specificenergy source and an actuator driver selected to apply the braking forceto a bicycle. For purposes of disclosure of an aspect of the invention,tension wire braking systems are described below. The invention is notlimited in this respect and envisions the system 10 may incorporate anyof a variety of other braking arrangements.

Referring to FIG. 10, an installation location 300 of any of the brakingarrangements 301, 302, 303, and 304 shown in FIGS. 11-14 is illustratedon a prior art bicycle 100 of FIG. 1. Note, FIG. 13 includes electronicand energy storage components of FIG. 12 with an alternativeinstallation location of a piston actuator.

The energy sources available to power an actuator driver may include,but are not limited to, electrical, pneumatic, hydraulic, mechanical,and other sources, as well as a combination thereof. An actuator thatultimately actuates the brakes, may include, but is not limited to, asolenoid, a pneumatically or hydraulically driven piston, anelectrically driven linear motor, and a spring loaded piston.

1) Spring Actuated Braking Arrangement

The remote braking actuator system 10 according to the invention mayincorporate a braking arrangement that employs a spring to create atension in a brake tensioning wire. The spring is compressed andlocked/latched and, when released, creates a tension on the tensioningwire. This design is simple and low cost to remotely and effectivelystop a bicycle, for instance, in an emergency situation.

Referring to FIG. 11, the system 10 incorporates a braking arrangement301 including a compression spring 311, an adjusting screw (not shown)that allows the compression of the spring 311 to be controlled, a springplunger 313, and an extension arm 314 attached to the spring plunger313. Fastener link 315 connects the piston arm 314 to the braketensioning wire 111. A spring housing 318 is attached by fasteners 330to a bicycle frame 101. Details of the fastener link 315 and assemblyconnection 330 and alternative configurations are discussed below. Thereceiver 251, the control electronics unit 254, and a DC power source320 may be combined into a single unit 316, which is attached to thespring housing 318. The DC power source, shown in a cross sectional viewof the housing 318, consists of a battery or battery pack 320, which iselectrically connected to the receiver 251 and the control electronicsunit 254 enclosed in the unit 316.

The receiver 251 and the control electronics unit 254 are electricallyconnected to a DC actuated solenoid 317. The solenoid 317 includes aspring-loaded solenoid plunger 319, which is designed to protrude downthrough a hole in the housing 318 in front of the spring plunger 313.The solenoid plunger 319 holds the compressed spring plunger 313 backuntil the solenoid 317 is actuated and the plunger 313 is retracted,thus maintaining the spring 311 in the compressed state. The inventionis not limited to this arrangement and anticipates that other mechanicalinterconnections, linkages and systems may be used as are known in theart to retract and maintain the retracted spring 311.

The remote braking actuator system 10 incorporating the spring actuatedbraking arrangement 301 is designed to initiate braking of the bicycle100 braking system when the transmitter 200 emits actuation controlsignal(s), e.g., as a result of actuation of the “panic” switch 205 ofthe transmitter 200 by an end user. The receiver 251 receives suchcontrol signal(s) from the transmitter 200, checks the signal(s) againsta predefined security code and, if the security code matches, outputssignal(s) to complete a circuit between the battery 320 and the solenoid317 that actuates the solenoid 317. The solenoid plunger 319 quicklyretracts and allows the previously compressed spring 311 to push forwardwithin the piston housing 318 with a force defined by the spring 311 andthe setting of the adjusting screw 312. The forward motion of the spring311 moves the piston arm 314 forward, as shown by the arrow of FIG. 12,and in a substantially parallel direction to the brake cable 111. Thisforward action puts tension on the brake tensioning wire 111 through thefastener 315 and actuates the bicycle 100 braking system to slow or tostop the bicycle 100, depending on the force of the spring.

After actuation of the spring loaded braking arrangement 301, thecompression spring 311 may be manually reset. To accomplish this, thepiston arm 314 is manually pushed into the spring housing 318 while, forinstance, the transmitter switch 205 is actuated such that the solenoidplunger 319, which holds the spring 311, would be retracted in an “up”position and thus enable the spring 311 to be reset. In anotherconfiguration, the solenoid plunger 319 may be configured to permit itto be lifted up out of the way while the spring 311 is being reset.Alternatively, the spring plunger 313 may be physically designed toguide the solenoid plunger 319 without need of energizing the solenoid317. After the spring 311 is compressed to the required position, thenormally-extended solenoid 317 is moved into position to hold back thespring plunger 313. Once this is complete, the system 10 is enabled toslow or to stop a bicycle 100 remotely.

2) Pneumatic Piston Actuated Braking Arrangement—I

The braking system 10 according to the invention may incorporate abraking arrangement employing a pneumatic piston to create the desiredor required tension in the brake tensioning wire 111. The pneumaticpiston is connected to a source of high pressure gas, e.g., a CO2cartridge, through a control valve. When desired or required, the valvemay be partially or fully opened to allow gas to charge the pneumaticcylinder and to create a force which is transferred to the braketensioning wire 111.

Referring to FIG. 12, the pneumatic braking arrangement 302 includes apneumatic piston 340 with piston arm 341, and a fastener link 342 whichconnects the piston arm 341 to the brake tensioning wire 111 of thebicycle 100. The receiver 251 and the control electronics unit 254 maybe combined into a single unit 344, which is attached to the pneumaticpiston 340. The entire piston 340 with piston arm 341 and the receiver251 and the control electronics unit 254 within the unit 344 areattached by fasteners 343 to the bicycle frame 101. Details of thefastener link 342 and assembly connection 343 and alternativeembodiments are discussed below. The DC power source 346 includes abattery or battery pack, which is electrically connected to the receiver251 and the control electronics unit 254 within the unit 344. The unit344 is electrically connected to a DC actuated control valve 347. Aregulator 348 designed to accept a portable 12 gram, 16 gram, or othercompact CO2 cartridge is connected to the control valve 347. The CO2cartridge 349 is connected to a regulator 348 through screw threadsincorporated directly onto CO2 cartridge. Such compact CO2 cartridge 349and regulator 348 are well known in the art.

Operation of the braking system 10 incorporating the pneumatic pistonactuated braking arrangement 302 is initiated when the transmitter 200,disposed remotely from the bicycle 100, generates and transmitsactuation signal(s) to the receiver 251 of the unit 344 mounted to thebicycle 100 in response to actuation of the transmitter 200, e.g., via atransmitter button 205 by an end-user and/or by other actuation inputsand/or signals from other devices and/or methods as described above. Thereceiver 251 receives the signal(s) and checks security code data thesignal(s) represent against a predefined security code and, if thesecurity code matches, outputs signal(s) to complete a circuit betweenthe DC power source 346 and DC powered control valve 347 that causes thevalve 347 to open. The valve 347 is configured such that it may actuateto a position, e.g., a fully-open position, to allow gas to escape fromthe CO2 cartridge 349 into the pneumatic piston 340 to increase thepressure of the piston 340 to a pressure that is defined by output(s) ofthe regulator 348. The increased piston 340 pressure forces the pistonarm 341 out of the piston body and creates a force that is proportionalto the piston gas pressure and the internal diameter of the piston 340.The forward motion, as shown by the arrow in FIG. 12, of the expandingpiston 340 moves the piston arm 341 forward and in a substantiallyparallel direction to the brake tensioning wire 111. The forward actionhelps to put tension on the brake tensioning wire 111 through thefastener 342 and to actuate the bicycle 100 braking system to slow or tostop the bicycle 100, depending on the force of the piston or pistonpressure.

In addition to operating in a “full-on” mode as a result of the valve347 disposed in a fully-open position, such as may be required ordesired for remote emergency operation of the bicycle 10 braking system,the pneumatic actuated braking arrangement 302 may be configured tocreate a tension that is controlled in force, depending on the desiredor required level of braking force/pressure an end user selects or setswith the braking force adjustment selector switch 203 of the transmitter200. A control circuit may be provided to amplify a variable controlsignal from the receiver microprocessor 273 to a variable voltage levelthat is proportional to the selected braking force/pressure selected orset with the switch 203. The variable voltage from the microprocessor273 is sent to the control unit 344 via electrical connections, whichactuates the control valve 347 to allow an amount of compressed gas fromthe CO2 cartridge 349 that is proportional to the variable voltage beingapplied from the microprocessor 273. The variable pressure applied bythe control valve 347 is channeled to the pneumatic piston 340, which inturn actuates a piston cylinder (not shown) and moves the piston arm341. The actuation of the piston cylinder pushes the piston arm 341forward, as shown by the arrow in FIG. 12, substantially parallel to thebrake line 111 and proportional to the control valve 347 actuation. Thecontrol valve 347 actuation is proportional to the receiver 251signal(s), and is ultimately proportional to the setting on the switch203, which has been remotely actuated or set at the transmitter 200 bythe end user.

3) Pneumatic Piston Actuated Braking Arrangement—II

Referring to FIG. 13, an alternative braking arrangement 303 of thepneumatic piston actuated braking arrangement 302 described withreference to FIG. 12 is illustrated. The braking arrangement 303 is thesame as the arrangement 302 of FIG. 12 with the exception of thelocation and type of pneumatic piston. The arrangement 303 of FIG. 13replaces the piston 340 with a pneumatic piston 360 that is aspring-extended, reverse-acting piston 360. The piston 360 includes apiston arm 362 that extends in a non-energized state as a consequence ofan internal spring. During operation of the arrangement 303, pressurizedgas is fed to a front of the piston 360 to thereby force the piston arminto the piston cylinder. The control valve 347 includes a gas line froman output of the control valve 347 to a reverse acting port on thepneumatic piston 360. This braking arrangement 303 with the in-lineinstallation of the reverse acting pneumatic piston 360 convenientlyallows the normal operation of the operator actuated bicycle braketensioning devices.

4) Electric Motor Actuation—Motor Linear Drive

The invention envisions other braking arrangements that employ anelectric motor to create the required or desired tension to the bicyclebrake tensioning wire 111. The remote brake actuator system 10 mayincorporate a braking arrangement that includes an electric motorconnected to a source of electrical power, such as a battery or batterypack, through electrical wiring and circuits. When required or desired,the electric motor is started and the motor rotates, moving a directlyor indirectly coupled linear translation device. The rotation of themotor is controlled to create a force that is transferred to the bicyclebrake tensioning wire 111.

Referring to FIG. 14, the system 10 incorporates an electric motorbraking arrangement 304 including an electric motor 370, which isattached to the bicycle frame cross-member 101 by fasteners 371, thereceiver 251 with the receiving antenna 252, the control electronicsunit 254, and a DC power source 375, such as battery pack. Coupled toand protruding from the electric motor 370 is an actuator screw 376 thatis threaded into a fastener 377, which has mating threads to theactuator screw 376. The fastener 377 is connected to an existing braketensioning wire 111.

Operation of the electrically actuated remote braking actuator system 10of the invention is similar to that described above with respect to thepneumatic braking system incorporating the pneumatic actuated brakingarrangements 302 and 303 with the exception the battery pack powersource 375 is used to energize the motor 370 and to move the fastener377, rather than a pneumatic source actuating the pneumatic piston 340and moving the fastener 342. When the transmitter 200 transmitssignal(s) and such signal(s) are received by the receiver antenna 252,the receiver 251 converts such signal(s) into electronic data. Output(s)of electronic data by the receiver 251 are used in the controlelectronics unit 254 along with DC power from the battery pack 375 toactuate the motor 370. The actuated motor 370 turns the motor screw 376,and the turning of the motor screw 376, either clock-wise or counterclock-wise, pushes the brake-line fastener 377 forward to put tension onthe brake tensioning wire 111, or backward to take off tension from thewire 111. If tension is exerted on the wire 111, such tension actuatesthe bicycle 100 braking system to slow or to stop the bicycle 100. Iftension is taken off the wire 111, the bicycle 100 braking system isrelaxed and the bicycle 100 can move.

5) Electric Motor Actuation—Under Seat-Mounted Motor

Referring to FIG. 15, in another aspect, the invention provides aremotely controlled brake actuator system 1000 according to theinvention that includes a transmitter 1200 and a receiving and controlunit 1050 that, when the system 1000 is deployed, is remotely locatedfrom the transmitter 1200 and is typically connected to a bicycle 100,e.g., connected to the bicycle 100 through one or more mounting straps1053. The transmitter 1000 is configured for wirelessly transmittingcommand and/or control signals through actuation of the transmitter 1000by a person, e.g., a parent, guardian or other supervisor of a personoperating the bicycle 100. Such command and/or control signals aretransmitted in the form of radio signals through a transmitting antenna1201 and are received by the receiving and control unit 1050. Thereceiving and control unit 1050 is configured for receiving the radiosignals transmitted by the transmitter 1200 through a receiver andantennae (not shown) that are disposed within the receiving and controlunit 1050. The unit 1050 is further configured for processinginformation received from the radio signals, generating instructioncommands, and applying a predetermined pressure, tension, or othercontrol mechanism to a brake 112 of the bicycle 100, e.g., a rearcaliper brake through a brake cable 1071. As shown in FIG. 15, the cable1071 may be contained within a brake cable sheath 1055. The system 1000and, in particular, the receiving and control unit 1050, is designed tobe as compact as possible such that the system 1000 and/or the unit 1050does not occupy a large volume or create excess weight and space that anoperator of the bicycle 100 would need to handle. As shown in FIG. 15,the unit 1050 is mounted underneath a seat 106 of the bicycle 100.

Referring to FIGS. 16 and 17, a functional block diagram of the wirelesstransmitter 1200 and a schematic cut-away view of the receiving andcontrol unit 1050 are illustrated, respectively. The transmitter 1200includes a security code setting unit 1202 for setting a security code,e.g., a security code number. The security code setting unit 1202 is anelectrically erasable and programmable read only memory (EEPROM) or adip switch 1202. The transmitter 1200 further includes selectorswitches, including a stop operation switch 1205, which is configured tohelp actuate forward action of a gear motor 1061 that causes tighteningof the bicycle brake cable 1071, and a release operation switch 1206,which is configured to help actuate reverse action of the gear motor1061 that causes loosening of the cable 1071. The transmitter 1200includes a transmission microprocessor 1220 configured to perform anarithmetic operation with respect to security code data from a securitycode set with the unit 1202. The microprocessor 1220 performs thearithmetic operation in response to output signal(s) from the actuationof the stop operation switch 1205 or the release operation switch 1206.As a result of the arithmetic operation, the microprocessor 1220 outputscontrol signal(s) containing the security code data and the brakingaction data, e.g., motor forward action data or motor reverse actiondata.

The transmitter 1200 further includes a modulator 1221 which is providedto modulate control signal(s) from the transmission microprocessor 1220at a carrier wave, as is well known in the art of wirelesscommunications. The transmitter 1200 includes a radio frequency (RF)amplifier 1222 to amplify output signal(s) from the modulator 1221 togenerate the radio signal(s) that are transmitted to the receiver (notshown) of the receiving and control unit 1050 through a receivingantenna 1064. The transmitting antenna 1201 is adapted to transmit theradio signal(s) generated by the RF amplifier 1222. A direct current(DC) power circuit 1223 is provided to supply DC power from a DC powersource 1224 as operating power to the transmission microprocessor 1220,the modulator 1221 and the RF amplifier 1222 in response to outputsignals from the switches 1205 and/or 1206.

As shown in FIG. 17, the receiving and control unit 1050 includes amotor battery 1060, a gear motor 1061, a control electronics battery1062, control electronics 1063, a radio signal receiver and antenna1064, a drive rod 1065, a translation unit 1066 including a slide arm1067, a brake cable attachment slot 1068, a recharging pin 1069, a cablesheath attachment sleeve 1070, and a brake cable 1071 housed within acable sheath 1055, all of which are housed in a case 1090. The motorbattery 1060, the gear motor 1061, the control electronics battery 1062,the control electronics 1063, the receiver 1064, and the recharging pin1069 are operatively connected through a set of wires.

Referring to FIG. 18, a functional block diagram of the receiver andantenna unit 1064 and the control electronics unit 1063 is shown withthe motor battery 1060, the gear motor 1061, and the control electronicsbattery 1062. The receiver 1064 includes a receiving antenna 1276 forreceiving radio signals transmitted through the transmitting antenna1201 of the transmitter 1200, an amplifier 1270 for amplifying the radiosignals received by the receiving antenna 1276, a filter 1271 forfiltering output signals from the amplifier 1270 to remove a noisecomponent therefrom, and a detector 1272 for demodulating output signalsfrom the filter 1271 to detect the control signals from the transmissionmicroprocessor 1220 of the transmitter 1200 therefrom. Further, thecontrol electronics unit 1063 includes a reception microprocessor 1273that is provided to receive the control signal detected by the detector1272, to check whether the security code data contained in the receivedcontrol signal(s) is/are the same as pre-stored security code data, andto generate a control signal(s) in response to the data, if the receivedcontrol signal(s) is/are the same as the pre-stored security code data.The control signal(s) from the microprocessor 1273 is/are converted bythe motor driver 1274 to deliver power from the motor battery 1060 tothe gear motor 1061. The gear motor 1061 forces the drive rod 1065 toturn forcing the slide arm 1067 to move linearly within the translationunit 1066 and to tighten the cable 1071 which applies tension to thecaliper brake 112. The caliper brake 112 in turn applies the brakingaction to the bicycle 100 braking system. A direct current (DC) powercircuit 1275 is provided to supply DC power from the control electronicsbattery 1062 as operating power to the amplifier 1270, the filter 1271,the detector 1272, and the microprocessor 1273. Due to potentially largecurrent draws for the gear motor 1061, the actuator driver 1274, and thegear motor 1061 are connected to, and supplied current by, the DC motorbattery 1060.

EXAMPLE I Under Seat-Mounted Motor Actuated Brake System

Operation of the remote brake actuator system 1000 according to theinvention is disclosed below in terms of a description of theconstruction and specifications of a prototype of the system 1000including the receiver and control unit 1050 mounted below a seat of achild's bicycle.

The bicycle-mounted receiving and control unit 1050 is contained in aplastic reinforced nylon bag designed to mount under a seat of abicycle. A schematic drawing of the bicycle-mounted unit 1050 is providein FIG. 17. The bag is approximately 17 cm×10 cm×7.5 cm tall. Containedwithin the bag are a DC motor and a gear set, such as available within aCraftsman® cordless screwdriver, Model 911139, available from Sears®stores. The motor is approximately 27.5 mm in diameter and 1.5 incheslong, operating with the 3.6 v NiCd rechargeable battery pack suppliedin the Craftsman screwdriver at approximately 15,000 rpm. The coupledplanetary gear set has a reduction of approximately 84:1, resulting inapproximately 180 rpm output from the gear set (no-load). Speedreduction assemblies of the type used here are known to produce acorresponding increase in available spindle torque, as is well known inthe art. The NiCd battery pack is a 3-cell unit with a typical 3.6 voutput and is rated for 1400 mAhr.

The transmitter 1200 and the receiver 1064 are Rolling Code 2-channelUHF remote control units operating at about 433 MHz. The Rolling Codetransmitter and receiver are available from Twin Industries Corporation,Los Gatos, Calif., (www.twinind.com), and are also available fromElectronics123.com, Inc., of Columbiana, Ohio, www.electronics123.com.The system 1000 uses the 433 MHz transmitter 1200 and thereceiver/control electronics 1063 and 1064 (using the Twin Industriesunits in which the control electronics and receiver were included on thesame board) to control two relays, each rated for about 10 amps at 12VDC, included with the control electronics. The transmitter 1200 has twocontrol signal actuator buttons. Depressing an actuator button on thetransmitter 1200 actuates the corresponding relay of the receiver 1050,and may be configured through a jumper style connector to operate in atoggle or momentary mode. The relays are set to operate in a momentarymode. The transmitter 1200 and receiver 1064 also include a rollingsecurity code, as is known in the art of RF communications, and thus mayoperate securely.

As is commonly practiced in the art of DC motor control, the commonleads of the relays were connected to one of the motor leads, while thenormally closed connections were connected to the negative gear motorbattery terminal (optionally grounded), and the normally openconnections were connected to the positive gear motor battery terminal.The motor may operate in one direction when one of the relays isactuated, and in the opposite direction when the other relay isactuated, thus enabling the brakes to be driven in an engaged ordisengaged direction.

The output shaft from the gear set is connected to a small lineartranslation device in order to convert the rotational force of the gearmotor output shaft to a linear force capable of tensioning the brakecable. A modified rigid brand tubing cutter, such as Rigid catalog#40617 and Model #101, available from Close Quarters Cutter. The body ofthe tubing cutter is fixed to an aluminum plate, along with the gearmotor. The cutting wheel is removed from the translating part of thecutter, and is thus free to couple with the brake cable end. The brakecable is connected to a 90 Degree bracket which is mounted to thealuminum mounting plate. This fixed the position of the brake cablesheath, which is required for proper use.

The output shaft of the gear motor is fixed through a mounting pin tothe threaded bolt of the translation device; the threaded bolt has apitch of approximately 8 threads per cm. Thus, one turn of the outputshaft moves the translating part 1.25 mm and such movement isadvantageous because the caliper brake would be fully engaged withapproximately 1 to 6 mm of movement (depending on how far the brake padsare resting from the rim of the wheel, which may be readily adjusted).

During use, the system 10 and 1000 is able to stop a 40 Kg child ridinga bicycle at a rate of over about 5 meters per second in less than about10 meters.

Drive Shaft-Actuated Caliper Brake System

In a further aspect of the invention, the remote brake actuator system10 and 1000 may be used with a caliper bicycle braking systems actuatedby a drive shaft, as well as with bicycle braking systems actuated by atensioning wire as described above. Referring to FIG. 20, a front viewof a drive shaft-actuated, caliper bicycle brake mechanism is shownincluding a gear motor 400 attached to a drive shaft 401 and thereceiver 251 and the control electronics 254 connected through wires256. The caliper brake mechanism 153 shown in FIG. 20 is identical tothe caliper brake mechanism of the prior art shown in FIG. 3 with theexception the tensioning wire 111 is replaced with a drive shaft 401that adjusts the tension of the caliper brake by clock-wise or counterclock-wise movement of the gear motor 400. Tensioning of the caliperbrake onto the rim of the rear tire 159 occurs when the gear motor 400turns in the clock-wise direction, the threaded drive-shaft 401 turnsinside the threaded bottom arm of the caliper brake 153, and the top armof the caliper brake is forced upward as the drive shaft turns freely inthe ball socket 402. Releasing the tension on the caliper brake 153occurs when the gear motor 400 direction is reversed and the two arms ofthe caliper brake are pulled together. The speed and amount of brakingforce generated by the gear motor is partially due to the power of thegear motor 400 itself and also on the number of threads per inch on thethreaded drive shaft 401. A small, high torque gear motor will allowthis arrangement to be very responsive to operator control and alsocompact in size.

Electric Motors

Motors and gear-motors have been used to drive numerous items inconsumer, industrial, and numerous other applications. As a result, theyhave undergone various improvements over past decades such as areduction in manufacturing costs and associated inexpensive price, sizereduction, higher torque output, higher efficiency, lower noise, longerservice-life, to name a few. These motors exist in both AC and DC modelsthat are designed to operate over a wide range of voltages, fromfraction of a volt to hundreds and thousands of volts. The art of suchmotors is very well developed and numerous patents and otherpublications can be easily found.

Preferably, the motor is chosen to be compact in size, such that theoverall system maintains a compact size to allow for convenient mountingand use. Because low-voltage, high torque, compact gear-motors arewidely available, they are preferred for this application. However, anysuitable drive can be used. Generally, there are two types of gear-motordesigns: (a) a coupled type where the motor and gear set are producedindependently, and then are coupled together to form the drive system,and (b) a unitary type where the motor and gear set are shared, forminga unitary drive system. Either type is suitable for the presentinvention.

Preferably, the electric motor is a gear motor that provides high torqueand operates on DC power, as portable DC power sources, such as thecommon alkaline or rechargeable battery.

Braking Arrangement Connection

To allow normal operation of the operator-actuated brake tensioningdevices, the braking arrangement is mounted to allow forward movement ofthe entire arrangement. This can be achieved, for example, by mountingwith slotted-hole fasteners and adjusting such that the arrangement isstopped by the fasteners when the actuator is engaged. Thus, the systemwill be capable of applying a tension on the brake tensioning wire 111when the actuator is allowed to extend. When the brake tension wire ispulled forward to create a tension on the brake mechanism, e.g., a brakecaliper 112, the entire arrangement moves forward unimpeded that allowsnormal function of the brake mechanism.

Alternatively, or additionally, a limited slip type connector may beemployed. The link to the tensioning wire 111 is designed such thatforward movements in the tension wire are unimpeded.

A further alternative includes installing a separate brake tensioningwire to actuate the caliper type or other brake mechanism. Theseparately installed brake tensioning wire may be coupled to theexisting brake tensioning wire 111 several cm before the connection tothe caliper mechanism. Under this design, each tensioning wire wouldcreate braking force on the caliper or other brake mechanism whentensioned. The presence of the other brake tensioning wire would notcreate any significant impediments to operation.

And still a further alternative includes a separate brake mechanism maybe installed that is completely independent of the operator actuatedbrake system.

In addition, the brake actuator system 10 and 1000 may be operated bythe transmitter 200 and 1200, the receiving and control unit 250 and1050 and any of the various brake arrangements described above, all ofwhich are mounted to a bicycle and are operatively connected with thehand-actuated lever 200B as shown and described with reference to FIG.9C to enable a rider of the bicycle to actuate the system 10 and 1000via the lever 200B. The transmitter 200 and 1200 may be configured tocontrol signal(s) that is/are proportional to an amount of force thehand-actuated lever 200B applies to the transmitter 200 and 1200, e.g.,via the throttle switch 200A, or to a distance of the lever 200B fromthe transmitter 200 and 1200, when it is actuated. The resultantsignal(s) emitted by the transmitter 200 and 1200 will actuate thesystem 10 and 1000 and thereby the bicycle brake mechanism with aforce/tension proportional to the force applied on/by the hand-actuatedlever 200B.

Alternative Brake Mechanisms

Many brake mechanisms exist in the art to transfer a braking action froman operator to the wheel, and each can be employed in this invention.Today, a majority of bicycles are equipped with caliper style brakes,such as single pivot caliper brakes, side-pull caliper brakes,center-pull caliper brakes, and dual-pivot caliper brakes, which are allwell known in the art. Other common types of brake mechanisms known inthe art include V-brakes, U-brakes, Delta brakes, and disc brakes. Mostof these brakes share a common operating feature in that a tension lineis used for actuation, as discussed earlier. As such, each may be easilyadapted and employed in this invention. Furthermore, for systems that donot use a tension-wire type system, such as the hydraulically actuateddisc brake, they too may be easily adapted to the current invention bycoupling the output of the braking arrangement to the desired actuatingsystem. For example, in a hydraulically actuated brake system, anelectric motor may be designed to impart a force on a hydraulic unit togenerate hydraulic pressure, thus actuating the brakes. Such a design tocreate hydraulic pressure may be learned from currently employed systemsto transfer hand-operated brake pressure to hydraulic pressure as knownin the art.

In the case that a bicycle is already equipped with an operator-actuatedbrake such as a caliper type brake, numerous alternatives can beemployed. Two examples are provided below.

The first is a cable attachment that is connected to an existing calipertype brake that allows a tension cable from the typical handle-grip aswell as a tension cable from the remote control braking arrangement tobe connected to the caliper type brake. FIG. 19 shows a front view of atension-wire actuated caliper-style brake mechanism including said cableattachment. This caliper brake is identical to the caliper brake of theprior art shown in FIG. 3, except for the connector 155 of FIG. 3 hasbeen replaced with the cable attachment 170 in FIG. 19 which allows 2tension wires to be connected. FIG. 19 shows that brake cable sheath 154and 111 are connected as in the prior art, but now tension wire brakecable sheath 172 and wire 174 are also connected to the brake caliper.If either cable is tensioned, then the brake is actuated to stop or toslow the bicycle. The cable attachment 170 may also be designed suchthat two wires are connected to

Additional Elements or Features

Other elements or features of the invention are within the scope andspirit of the appended claims. For example, the brake arrangement 301,302, 303, and 304 may include a device or system to measure the amountof tension imparted on or applied to the tension wire 111 duringoperation of the system 10 and 1000. Any of the brake arrangementsdescribed above, such as 301, 302, 303 and 304, may also include adevice or system to measure the pressure on a pneumatic or hydraulicsystem or brake lines, depending on the configuration of the brakearrangement.

For use with a tensioning wire bicycle brake system, the system 10 and1000 according to the invention may further include a load cellconfigured for load measurement that may be installed in the tensioningwire 111 to directly measure the tension imparted on or applied to thewire 111 at any time. Load cells are available in a variety of sizes,including subminiature sizes and may easily be incorporated into thesystem 10 and 1000. Output signals from a load cell may be fed viaelectrical wires to a monitoring circuit incorporated into theelectronic control unit 254 and 374 of the braking arrangement 301, 302,303, and 304 of the system 10 and into control unit 1063 of themotor-actuated braking arrangement incorporated in the unit 1050 of thesystem 1000. Braking force may therefore be adjusted to the actualdesired or required braking force based on the load cell signal(s).

In another example, the system 10 and 1000 may be configured to actuatebraking upon both bicycle wheels in response to the signal(s) from thesystem. To prevent the front wheel from locking and to reduce thelikelihood of injury to an operator of the bicycle 100 when the frontwheel locks, the system 10 and 1000 may be installed only on the rearwheel of the bicycle 100. In a further example, the receiver and controlunit 250 and 1050 of the system 10 and 1000 may be further configured tobrake both front and rear wheels of a bicycle 100 upon the signal(s)from the unit 250 and 1050 with the front wheel braking with lessforce/pressure than the rear wheel. One way of accomplishing this actionmay be with one or more load cells on each brake providing feedback tothe control electronics 254 and 1063 to adjust pressure/forceaccordingly. The system 10 and 1000 would be configured to preferablycause the front wheel to brake from about 5% to about 95% less, morepreferably from about 10% to about 50% less, and most preferably fromabout 10% to about 40% less braking action that applied to the rearwheel with such force/pressure adjustable.

As a further example, the system 10 and 1000 may be programmed to use anelectronic lock for immobility of the bicycle. With the caliper brakedescribed above, and the remotely controlled gear motor 1061 andtensioning device affixed to a bicycle, the remote control transmitter200 may be used to tighten the caliper brake onto, for example, the rearwheel 104 of the bicycle 100. The end user or keeper of the transmitter200 may walk away from the bicycle 100 with some assurance that thebicycle is inoperative because motion of the rear wheel 104 isrestricted. When an operator of the bicycle desires to use the bicycle,the transmitter 200 is used to signal the tensioning device to releasethe caliper brake and thus once again enable the operation of the wheel.

As another example, with tensioning wire braking systems, any of thebrake arrangements 301, 302, 303, ad 304, and others described herein,is capable of generating from about 1 to about 1000 N, and, morepreferably, from about 1 to about 500 N (SI unit of Force), and evenmore preferably from about 1 to about 300 N.

In still a further example, to ensure that the system 10 and 1000 has asuitable level of battery power to operate, the control electronics unit254 may include circuitry to determine the amount of charge remaining inthe battery, or to determine other energy levels for non-electrical typedesigns, and cause the bicycle brake mechanism to engage, if theremaining charge falls below some predetermined threshold value. Forexample, the system 10 and 1000 may be set to a 20% threshold, such thatwhen the circuitry determines that battery power is less than 20%, thesystem 10 and 1000 engages. Circuitry to determine the amount ofremaining charge in a battery or battery pack is well known in the artof electrical engineering.

In yet another example, the system 10 and 1000 may operate with orwithout the transmitter 200 to apply braking action to the bicyclebraking mechanism in a random or programmed manner. For instance, thetransmitter 200 may be integrated into a console game device, such asthe Sony Playstation® or Nintendo Wii®, to send braking control data toa stationary bicycle. The braking action may be caused to increase whenthere is a hill displayed on the viewing screen created by the gameconsole by applying or releasing the braking action of, for instance,the caliper brake. To prevent excessive wear of the typical caliperbrake pads of the prior art, the pads may be replaced by rollers. Thisbraking action may be increased or decreased depending on the apparentslope of the incline. Further, the system 10 and 1000 may also include afeedback mechanism to provide apparent speed data to the controlelectronics 254 and 1063. Depending on the braking action level desired,the control electronics 254 and 1063 will apply a control algorithm, asis well known in the art of controls engineering, to determine ifbraking action should be increased or decreased, and may send signal(s)to any of the braking arrangements described above to increase ordecrease the braking action, as required. In another instance, arandomly or predetermined braking action may be input into any of thebraking arrangements described above to cause braking action to increasethe resistance for the bicycle rider. This arrangement may be especiallyappealing to riders in flat terrain.

In another example, too prevent an operator of a bicycle from beingsurprised by the remotely controlled braking action implemented via thesystem 10 and 1000, and/or to train a bicycle rider, the system 10 and1000 may be designed to first alert the operator of the impendingbraking action via audible tone and/or warning light. The warning may befor a predetermined amount of time, such as 10, 100, or 1000 or moremilliseconds, before braking action is initiated. Further, the remotetransmitter 200 may include a separate switch that causes only audibleand/or visual indicators.

In a further example, the system 10 and 1000 also may be configured andarranged such that the system 10 and 1000 is directly mounted on abicycle. This arrangement may provide an operator of the bicycle anability to operate the bicycle brakes electronically. Such operation maybe useful in a variety of situations, especially for off-road racingbicycles where an operator may dial-in a set braking level to controlspeed down a steep off-road incline. Such operation may also be usefulfor ‘trick’ bicycles where the front wheel is designed to rotate freelyand traditional cables are not acceptable because they restrictmovement.

Further examples include the system 10 and 1000 used with any of avariety of other wheeled vehicles, such as children's wheeled toys,children's wheeled vehicles, tricycles, roller blades, skate boards,roller stakes, scooters, mopeds, go-carts, and other wheeled sportinggoods.

Various alterations, modifications and improvements to the abovedescription will readily occur to those skilled in the art. Suchalterations, modifications and improvements are within the scope andspirit of the invention. Due to the nature of software, processors, andcomputing devices, one skilled in the art will readily recognize thatthe invention may be embodied in hardwiring hardware, firmware, and/orsoftware or combinations of any of these. Accordingly, the foregoingdescription is by way of example only and is not limiting. Theinvention's limit is defined only in the following claims and theequivalents thereto.

1. A remotely controlled braking actuator system for use with a brakingmechanism of a wheeled vehicle, the system comprising: a transmitterconfigured for wireless communication and further configured foractuation in response to one or more actuation signals; a receiving andcontrol unit operatively coupled with the transmitter and configured forwireless communication with the transmitter, the receiving and controlunit being disposed remotely from the transmitter and mounted to thevehicle and being configured to respond to one or more control signalsreceived from the transmitter; and a braking arrangement operativelycoupled with the receiving and control unit and mounted to the vehicle,the braking arrangement being disposed and being configured to implementa braking action of the braking mechanism of the vehicle, wherein inresponse to one or more signals the receiving and control unit providesto the braking arrangement, the braking arrangement implements a brakingaction of the vehicle braking mechanism to slow or to stop the vehicle.2. The system of claim 1, further including a switch disposed along thetransmitter and operatively coupled with control electronics of thetransmitter, the switch configured to provide, when activated, the oneor more actuation signals to the transmitter.
 3. The system of claim 1,wherein the one or more actuation signals emanate from a source externalto the system, and wherein the source defines a boundary or a perimeterwithin which the vehicle is permitted to operate.
 4. The system of claim3, wherein the transmitter is configured for automatic actuation uponreceipt of the one or more actuation signals which the sourceautomatically transmits to the transmitter in response to detection ofoperation of the vehicle outside of the boundary or perimeter.
 5. Thesystem of claim 1, further comprising the transmitter including asecurity code setting unit programmed to set a security code value forenabling secure wireless communication to the receiving and controlunit, and the receiving and control unit including a processorprogrammed to determine whether the security code value received fromthe transmitter matches the set security code value or a stored securitycode value.
 6. The system of claim 5, further comprising the transmitterbeing configured with a braking force adjustment selector operativelycoupled with control electronics of the transmitter, the braking forceadjustment selector being configured to set a level of force or pressureof the braking action.
 7. The system of claim 6, wherein the processorof the receiving and control unit being programmed to provide one ormore signals to the braking arrangement to implement the level of forceor pressure of the braking action, if the security code value receivedmatches the set security code value or a stored security code value. 8.The system of claim 5, further comprising the transmitter beingconfigured with a braking action form selector operatively coupled withcontrol electronics of the transmitter, the braking action form selectorbeing configured to set a form of braking action the braking arrangementimplements, wherein the form of braking action includes at least one of:impulse, intermittent, and continuous braking action.
 9. The system ofclaim 8, wherein the processor of the receiving and control unit beingprogrammed to provide one or more signals to the braking arrangement toimplement the form of braking action, if the security code valuereceived matches the set security code value or a stored security codevalue.
 10. The system of claim 8, further comprising the transmitterbeing configured with a form function switch operatively coupled withcontrol electronics of the transmitter to set the processor to signalthe braking arrangement to implement the form of braking action for aperiod of wireless transmission time.
 11. The system of claim 8, furthercomprising the transmitter being configured with a second form functionswitch operatively coupled with control electronics of the transmitterto set the processor to signal the braking arrangement to implement theform of braking action for a period of time.
 12. The system of claim 1,wherein the transmitter and the receiving and control unit beingconfigured to operate wireless communication with a frequency range offrom about 50 MHz to about 800 MHz.
 13. The system of claim 1, whereinthe braking arrangement includes an actuator operatively coupled withthe processor of the receiving and control unit, the actuator beingdisposed and being configured to implement the braking action inresponse to receiving one or more signals from the processor.
 14. Thesystem of claim 13, wherein the actuator includes one of: (i) aspring-actuated actuator, (ii) a pneumatically-actuated actuator, and(iii) an electrical motor-actuated actuator.
 15. The system of claim 13,wherein the braking action includes the actuator implementing theapplication of a force or tension to a tensioning wire of the vehiclebraking mechanism.
 16. The system of claim 15, wherein the actuatorincludes a linear actuator disposed and configured to generate asubstantially linear force or tension, and wherein a linear translationcomponent operatively connected with the linear actuator applies thelinear force or tension to the tensioning wire.
 17. The system of claim1, wherein the braking arrangement includes a gear motor with a driveshaft mechanism operatively coupled to the processor of the receivingand control unit, the gear motor with the drive shaft mechanism beingdisposed and being configured to implement the braking action inresponse to receiving one or more signals received from the processor.18. A remotely controlled, motorized braking actuator system for usewith a braking mechanism of a wheeled vehicle, the system comprising: atransmitter configured for wireless communication and further configuredfor actuation in response to one or more actuation signals; a receivingand control unit operatively coupled with the transmitter and configuredfor wireless communication with the transmitter, the receiving andcontrol unit being disposed remotely from the transmitter and mounted tothe vehicle; a processor disposed within the receiving and control unitand programmed to respond to one or more control signals received fromthe transmitter; a motor driver disposed within the receiving andcontrol unit and operatively coupled with the processor; and a motoroperatively coupled with the processor and the motor driver, the motorbeing disposed and being configured to cause a braking action of thebraking mechanism of the vehicle, wherein in response to one or moresignals the processor provides to the motor driver, the motor driverpowers the motor to implement a braking action of the vehicle brakingmechanism to slow or to stop the vehicle.
 19. The system of claim 18,wherein the one or more actuation signals emanate from a source externalto the system, and wherein the source defines a boundary or a perimeterwithin which the vehicle is permitted to operate.
 20. The system ofclaim 19, wherein the transmitter is configured for automatic actuationupon receipt of the one or more actuation signals which the sourceautomatically transmits to the transmitter in response to detection ofoperation of the vehicle outside of the boundary or perimeter.
 21. Thesystem of claim 19, further comprising the transmitter including asecurity code setting unit programmed to set a security code value forenabling secure wireless communication to the receiving and controlunit, and the processor being programmed to determine whether thesecurity code value received from the transmitter matches the setsecurity code value or a stored security code value.
 22. The system ofclaim 21, further comprising the transmitter being configured with abraking force adjustment selector operatively coupled with controlelectronics of the transmitter, the braking force adjustment selectorbeing configured to set a level of force or pressure of the brakingaction.
 23. The system of claim 22, wherein the processor beingprogrammed to provide one or more signals to the braking arrangement toimplement the level of force or pressure of the braking action, if thesecurity code value received matches the set security code value or astored security code value.
 24. The system of claim 21, furthercomprising the transmitter being configured with a braking action formselector operatively coupled with control electronics of thetransmitter, the braking action form selector being configured to set aform of braking action the braking arrangement implements, wherein theform of braking action includes at least one of: impulse, intermittent,and continuous braking action.
 25. The system of claim 24, wherein theprocessor being programmed to provide one or more signals to the brakingarrangement to implement the form of braking action, if the securitycode value received matches the set security code value or a storedsecurity code value.
 26. The system of claim 1, wherein the brakingaction of the vehicle braking mechanism the motor implements includesthe motor causing the tightening of a cable operatively connected to themotor that applies a force or tension to the vehicle braking mechanism.